Railway-car.



witnesses J. LINDALL. RAIIBWAY GAR.

APPLICATION FILED MAR. 24, 1913 1,097,808. Patented May 26, 1914.

3 SHEETS-SHEET l.

JAM/ 0% J. LINDALL.

RAILWAY OAR.

APPLIUATION FILED MAR. 24, 1913.

EL 439?,838, Patented May 26, 1914.

3 SHEETS-SHEET 2.

'J. LINDALL.

RAILWAY GAR. APPLICATION FILED MAR. 24, 1913.

1,097,808, Patented May 26, 1914.

\ gums-SHEET a.

wiirzeases Jill/en for z r J Q M4 JOHN LINDALL, OE BOSTON, MASSACHUSETTS.

RAILWAY- CAR.

censee.

To all whom it may concern:

Be it known that I, JOHN LLNDALL, a citizen of the United States, residing in Boston,,in the county of Sufi'olk and State of llitissachusetts, have invented an Improvement in Railway-Cars, of which the following description, in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

This invention relates to a railway car of that class in which a plurality of car body units are pivotally connected together to move laterally one with relation to the other, and has for its object to provide an inclosed passageway from one unit to the .other, which will afl'ord protection against the weather for the passengers and allow the unitsto move vertically and laterally with relation to each other without decreasing the protection of the passengers from the weather While in said passageway. v

The invention is especially adapted for use on multiple unit cars substantially such as shown and described in another application Serial Number 691,869 filed by me April 19, 1912, in which an intermediate car body unit is pivoted to main car body units to be supported thereby.

In accordance with this invention, a main car body unit is provided with a bonnet, which is hinged or pivoted at its rear end to enable its front or free end to rise and fall, and which latter end is extended over and rests upon the, top of the end wall of the intermediate unit. The bonnet has cooperating with it curtains, which form the side walls of the passageway between the units, and said curtains have one end wound upon rollers, which are extended up into the,

bonnet and below the floor of the passage way, so that the curtain may make a substantially tight joint with the under surface of the bonnet and with the floor of the passageway; Provision is also made for forming a weather tight joint between the rollers and the main unit, as will be described. These and other features of this invention will be pointed out in the claims at the end of this specification.

Figure 1 is a side elevation and section of a sufficient portion of a multiple unit car embodying the invention to enable it to be understood. Fig. 2, an enlarged detail in section longitudinally of the car to be referred to. Fig. 3, an enlarged detail in sec- Specification of Letters Patent.

Application filed March 24, 1913.

Patented May 26, 1914. Serial No. 756,365.

tion taken on the line 3-3 Fig. 2. Fig. 4, a detail showing the curtain in plan. Fig. 5, a detail in plan of the platform of the intermediate unit. Fig. 6, an enlarged detail showing the lower part of the curtain, and Fig. 7, an enlarged detail in section and elevation of the upper part of the curtain and the bonnet of a main unit.

Referring to the drawings a, I; represent the main car body units and c the intermediate car body unit, of a multiple unit railway car substantially such as shown and described in the application referred to.

The intermediate unit 0 has its floor frame provided witl. substantially central projecting end portions 10, which extend under the car bodies of the main units and are pivoted thereto to be supported thereby, and said end portions forni'the floors of passageways between the end walls 12 of the intermediate unit and the end walls '13 of the main units a, b, which end walls are provided with the usual doorways. The floors 10 of the passageways are located at a lower level than the floors 14 of the main units, and the present invention has for its object to provide said passageways with side .Walls and a. top wall, which'render the passageW-ays substantially weather proof and yet provide for movement of the car body units with relation toone another in diiicrent directions.

Inasmuch as the side and top walls of the passageways are of like construction, a dctailed description of one will suliicc to enable the invention to be clearly understood.

Referring to Figs. 1 and 2, the end wall.

13 of the main unit a has pivoted or hinged to it above the doorway 15 therein, a bonnet which is provided with a bottom 16, a top 17 and interposed-ribs 18 which have inclined rear edges 19. The bonnet is pivotally secured to the end walls 13 of the main unit a. by hinges 20, whose pivots are hori zontally arranged so that the bonnetmay have its outer or free end moved vertically, which is permitted by the inclined rear end of the bonnet, which extends upwardly away from the end wall of the main unit, sothat the top of the bonnet is separated from the end wallet the main unit by a space 21 of suflicient width to allow for vertical movement of the "car body units with relation to each other, when the ear is running on portions of the track at ditfcn ent levels, and yet enable the tr e or outer 12 of the intermediate unit.

The roof of the intermediate unit is pro vided with an end portion 22, which extends downwardly from the end wall 12 and forms with the upwardly inclined center portion 23 of the roof, a gutter 24, which runs transversely of the intermediate unit and over which the free end of the bonnet projects to shed water into the gutter.

The space 21 between the rear end of the bonnet and the end wall of the main unit is closed by a strip 25 of canvas orother flexible material, which may form an extension of the covering 26 for the bonnet, and is left slack so as not to interfere with the vertical movement of the bonnet, and which forms a weathertight joint between the bonnet and the end wall a ofi'the main unit.

The passageway between the end walls 13, 12 of the main and intermediate units is closed at its sides by curtains 30 of canvas or other suitable flexible material, which are wound upon rollers 31, each of which is journaled at its lower end below the upper surface of the floor 10 of the passage- Way, in a bracket 32, see Figs. 2 and 6, secured to the end wall 13 of the main unit and having its horizontal memberextended into a curved slot 33 in the floor 10 of the passageway, and has its upper end extended through a hole 34; in the bottom 16 of the bonnet and journal-ed in a bracket 35 fixed to the 'end Wall a of the main unit. It will be observed, that the roller 31 is extended above the bottom of thebonnet and below the upper surface of the floor 10 of the passageway, which enables the curtain to make contact. with the under surface of the bonnet and with the upper surface of the floor 10, see Fig. 3, and thus make a weather proof joint at the top and bottom of the passageway. The front end or edge of the curtain is secured to the end Wall 12 of the intermediate unit in any suitablexmanner, as for instance by a cleat 37 and rows 38, see Fig. 4, and as the'intermed ate unit rises and .falls with relationto jthe main unit and vice versa, the top and bottom edges of the curtain remain in engagement with the bonnet and with the floor of the passageway.

The slots 33 in the'floor 10 are made on curves with the pivot 89 for the intermediate unit as a center, so that the intermediate unit can move laterally with relation to the main unit, as'when rounding a curve especially ofshort radius, and in this lateral movement, the curtain. remains in contact with the bonnet and the fioor of the passageway and makes a weather proof or tight joint therewith. In the lateral movement of the intermediate unit, the curtain on one side is unwound from its roller, and

the curtain on the other side is wound upon its roller, in a manner well understood, that is, after the manner of the ordinary window curtain.

The curtain may and preferably will be provided at its top and bottom edges with reinforcing or wearing strips &0, 4C1 of leather or other suitable material. A weather tight joint between the main unit and the curtain roller is effected as hereinshown, by a strap 43 of rubber or other suitable material, which is fastened at one side to the main unit and has its other side bearing against the curtain on the roller as shown in Fig. 4. The floor 10 may be beveled or inclined at its outer sides or edges as at his e Fig. 6, to shed the water which runs down the curtain on the outside thereof.

From the above description, it will be seen that the passageway from one car body unit into another is closed substantially weather tight, and remains so in all movements of the car body units with re lation to each other.

I have hereinshown the invention as embodied in a multiple unit car, but it is not desired to limit the invention to the particular construction of car hereinshown.

. laims.

1. In a railway car of the class described, in combination, main car body units. and an intermediate car bod unit having its floor extended under the car bvdies of the main units and pivoted thereto to move laterally therewith, said units having end walls separated from each other to form a way between the main units and the intermediate units, bonncts pivoted to the end walls of the main units to move vertically and having their free ends extended over and resting upon the end walls of the intermediate units, curtain rollers carried by the main units on opposite sides of said passageways and extended above the bottom of the said bonnets and below the upper surface of the floor of said passageways, curtains having one end wound upon said rollers and their other ends secured to the intermediate unit and having their upper and lower edges in-close proximity to the bottom of the bonnet and -to the floor of said passageway re spectively, substantially as described.

2. In a railway car of the class described, in combination, main car body units, and an intermediate 'car body unit having its floor extended under the car bodies of the main units and pivoted thereto to move laterally therewith, said units having end walls separated from each other to form a passageway between the main units and the intermediate units, bonnctspivoted to the end walls of passa ge- I ing upon the end walls of the intermediate units, curtain rollers carried by the main units on opposite sides of said passageways and extended above the bottom of the said bonnets and below the upper surface of the floor of said passageways, curtains hav-. ing one end wound upon said rollers and their other ends secured to the intermediate unit and having their upper and lower edges in close proximity to the bottom of the bonnet and to the floor of said passageway re spectively, flexible means covering the space between the rear wall of the'bonnet and the end wall of the main unit, substantially as described.

3. In a railway car of the class described,

in combination, main car body units, and an intermediate car body unit having its floor extended under the car bodies of the main units and pivoted thereto to' move laterally therewith, said units having. end walls separated from each other to form a passageway between the main units and the intermediate units, bonnets pivoted to the endwalls of the main units to move vertically and having their free ends extended over and resting upon the end walls of the intermediate units, curtain rollers carried by the main units on opposite sides of said passageways and extended above the bottom of the said bonnets and below the upper surface of the floor of said passageways, curtains having one end wound upon said rollers and their other ends secured to the intermediate unit and having their upper and lower edges in close proxii'nity to the bottom of the bonnet and to the floor of said passageway respec tively, and means secured to the main unit and cooperating with the curtain roller to form a substantially weather proof joint between the said roller and the end wall of the mainunit.

i. In a railway car of the class described, in combination, car body units pivotally connected and having end walls provided with doorways and separated from each other to form a passageway between them,

a bonnetpivoted at one end to one unit to move vertically and having its free end resting upon the other unit, flexible curtains foru'iing side walls of said passageway and having their upper edges in close proximity to the under surface of said bonnet and their lower edges in close proximity to the upper surface of the floor of said passageway, means for securing the said curtains to one of said units, and means carried by the other of said units upon which said curtains are wound and from which they arev unwound, substantially as described.

In a railway car of the class described, in combination, car body units-connected together to permit of vertical and lateral movements and having end walls provided with doorways and separated from each other to form a passageway between them, and a bonnet plvotedat one end to one unit to move vertically and havino; its freeend extended over the other unit, substantially as described.

6. In combination, a railway carprovided with a doorway in its end wall, and a bohnet pivoted to said end wall above said doorway and extended in the direction or the length of the car, and means for formmg a substantially weatherproof coverin for the joint between the rear end of the bonnet and the car body. "I. In a railway car of the class described, in combination, car body units connected to:- gcther to permit of vertical and lateral movements and having end walls provided with doorways and separated from each other to form a passageway between then'r, and a bonnet to cover said passageway pivfotcd to one of said units to move vertically; In testimony whereof, I have signed my name to this specification in the presence two subscribing witnesses.

JOHN LINDALL,

, Witnesses: Y

JASL ll. Cnnnoninn, .l. Mum-11y. 

